Automatic electrically-actuated train-controlling system.



E. L. ORCUTT, DECD. F.A.VMADD0X & E. N. HUTCHINS, EXECUTORS. AUTO'MATIC ELECTRICAILLY ACTUATED TRAIN CONTROLLING SYSTEM.

APPLICATION mm :uw 9,1909.

Llw fimo Patented Apr. 27, 1915.

3 SHEETS-SHEET I.

it-11E 5 s E 5 7 II-I\ZEI1 L c1? E. L. ORCUTT, DECD.

F. A. MADDOX an E. N. HUTCHINS, EXECUTORS. AUTOMATIC ELECTRICALLY ACTUATEP TRAIN CONTROLLING SYSTEM. APPLICAT ION FILED JULY 9. 1909.

1, l 3?,6Q; Patented Apr. 27, 1915.

3 SHEETS-SHEET 2- E. L. ORCUTT, DECD.

F. A. MADDOX & N. HUTCHINS. EXECUTORS.

AUTOMATIC ELECTRICALLY AC-TUATED TRAIN CONTROLLING SYSTEM.

APPLICATION FILEDVJULY 9, 1909.

1 13x6600 Patented Apr.27,1915.

3 SHEETS-SHEET 3.

Wine 5 E 5 I Ir-$751115]? EEBOK, GE M1131)- EDWAJRD L. CUTT,

FORD, IVZASSAGHUSETTS,

: ETTS EXECU'EOES OF A.;D GZRCUTT BEIGE BEEF).

known a a' ci guit which is "1e *bmclocircuit charging-circuit 0i csnducivr 8 connepted 1e amulet-maker or lOOPiElg to contac at intel'vais contact plate or ail l, and th U donne ste l to the pole 3 and muons mil-2 through the b1 sh cmilic portions 01 119 locomotive leeis'thereof,

l circuit which is :1 clesed cir- 3d 11 2 actlmting-uircuit chug il'cuit for charging or enating circuit and cansists V min connected to said pole L116 6 cctromzggnets l2, arnilel, the conductor M, lie;- 01:- looping; brush a1- intei'vals With the (301% 6 wlth pole 4g acnductdis x43 2? in multil- 7 7 M at u csnducior 24, a? safety signal her-eance Witim invantiml. as the lamp 2S, canductor Q9, 1.; rfingesignfiinc One few 0'? 0p 30 of film miniature 31 0f the 6, 153, 82, back stop of 5 M Q the magnet 12, conduct or we 31 1 2; 211x161; bah;

0;; 56 when the autumn iosei and ma arresistzz nee as by a:

must p figures, 2 represents one of the rails of the against its back stop 38 by the spring 35 thereby opening the train-controlling cir cuit. Thus it will be seen that either by an increase or decrease of the current strength in the actuating circuit charging circuitseparate magnets for this purpose, in the modification illustrated in Fig.3 one magnet 25 may be employed to accomplish all three results.

The front stop 37 of the armature 34 is connected by conductor 39 with one terminal of a signal apparatusherein shown as .the danger lamp 40, the other terminal of which is connected by conductors 24, 10, and 8 to the pole 1. The back stop 38 of the magnet 13 is also connected by the conductor 39 to one terminal of said danger lamp. Normally when the train-controlling circuit is closed the safety signal is energized. Under abnormal conditions when the train-controlling circuit is opened and the armature 31 is drawn against the back contact 38, or when it is over-energized and the armature 34 is attracted to the front stop 37, the safety sig nal device is deiinergized and the danger signal device is actuated.

It will of course be understood that mechanical devices such as semaphores may be employed in lieu of the safety lamp 28 and the danger lamp 10 herein shown, and also that these signal devices may be entirely omitted.

The locomotive circuits and apparatus cooperate with the track-circuits and appara= tus shown in Figs. 2 to 6 inclusive. In these track hereinafter referred to as the continuous rail, the several portions thereof being electrically connected, and the opposite rail hereinafter referred to as the sectional rail is formed of a series of insulated sections 1. In Figs. 2, 3 and 1 each of said sections 1 is in electrical contact with the contact plates 1 by means of'conductors 62 v each of which includes a resistance 63 which may be an inductive resistance. The contact plates 1 preferably are located close to the rail of the section preceding the one with which they are connected. The opposite end of each sectional rail 1 to which'the contact plate 1 is connected is.in electrical connection with the continuous rail 2 by the conductor 64 which includes the electromagnet 73. Theopen circuit formed by the contact plate 1' (or the series of contact plates 1, 1, as shown in Fig. 2), resistance 63, conductor 62, electromagnet 73 and continuous rail 2 is termed the track-circuit. A contact plate 2 preferably shorter than the'contact plate 1' is arranged near each contact plate 1 and in Figs. 2 and 3 is connected by conductor 69 with the front stop 65 of the magnet 7 3 through a resistance 67 and is directly connected with the back stop 68. The armature 70 is normally held against the back stop 68 by the spring 71 and is connected by conductor 72 to'the continuous rail. The open 011'- cuit which includes the contact plate 2' and stops 65 or 68, as the case may be, the armature 71, conductor 72 and continuous rail is termed the actuating-circuit. When the electromagnet 73 is energized the armature 7 0 makes contact with-the front stop 65 and the resistance 67 thereby is included in the ac tuating-circuit. .As shown in Fig. 2, two or more contact plates 2, 2', electrically conclosed circuit traced as follows: pole 4, conductor 8, brush 9, contact plate 1, resist ance 63, conductor 62, sectional rail 1, electromagnet 73, conductor 64, continuous rail 2, brush 7 (or wheel and metallic parts of locomotive) conductor 6 and pole 3. The armature 7 O is attracted and makes contact with the front stop 65, thereby cutting-the resistance 67 into the actuating-circuit. Shortly after brush 9 makes contact with plate 1, brush 15 strikes contact plate 2' thereby opening the normallyclosed. actuating-circuit charging-circuit between the stop 16 and the brush 15, cutting the resistance 20 out of said circuit and'causing the now open actuating-circuit charging-ciipuit to cotiperatc with or to be looped into the actuating-circuit and form a closcd circuit traced as follows :pole 4, conductors 8, 10 and 11, magnets 12, 13. conductor 14, looping-brush 15, contact plate 2', conductor 69. resistance 67, front stop 65, armature 70, conductor 72, continuous rail 2, brush 7 (or locomotivewhcel), conductor 6 and pole 3.

Thus inasmuch as the resistances 20 and 67 rod 25" is employed to be nergized and its rrrnature 7O i niain against its back stop (38. The resistance of the circuit formed by the actuatinginagnet nicchai 1-" lcating dc Elie or ation of the locoi'not' shown in i 1 in connection wit the train after arriving at the lirst set of contact plates l, QC, and recei. ingan indication oi? danger and having been brought to a standstill upon proceeding ii'artiier would come upon the second set of contact 3 lates to duplicate the testing oi' the nucleic The apparatus shown in Fig. 1 will al. crate in connection with the track app shown in Fig. l, in a manner that w obvious.

in Fig. 3 the traclccircuit"cnargi cuit traced from pole 41 by condrci" brush and from brush 3 by conductor 6 b0 brush 7 or the locomotive wheels to the continuous rail The actuatingcii'cuit charging-eircuit is traced from pole 4i, coi'uluctors 8 and 10 to ClQi'Iil'ODlZLQ'HQt 12C, thenc iy conductor 11- L0 looping-brush 15 back stop 16, resistance 20, conductor 18 and the 5 back to pole y conductor 6. This circuit is .niaintained closed at the contact if by the spring 1'7.

The train-controlling circuit is traced from brush 4, conductor 8 to the surety nalindicating device which may be the lamp Q and electroinagnet spring I) mounted upon the stpport is and thence by contact point- G to the armature lire thence by conductor 15} to pole 34 connected i arran 'mi to cooperate y r thence by conduc wundicaiiiig devic s connected to conductor ir brakes control the motive fluid or oprate the sanding mechanism jointly, or separately as may be desired.

The current normally flowing in the actuating-circuit charging-circuit which includes the magnet 12 is so regulated by the resistance 20 that the armature 34 is attracted in opposition to its spring 36 and the spring D so that it breaks contact with the stop E but does not draw the spring D out of contact with spring C or cause said spring D to make contact with the stop F. Should the energization of the magnet 12 be so increased that spring 1) is forced in contact with stop F and out of contact with spring (lithe train-controlling circuit would be opened between C and D, the safety lamp 528 would be extinguished, the danger signal lamp 40 lighted by the closure of its circuit between the spring D and the contact F, and the armature 25 perform its function of bringing the train to a standstill. Should magnet 12 become deenergized so that the spring 36 would draw the armature 34 against theback stop E, the armature would break its contact with the spring I) thereby openilm the train-controlling circuit at this point with the same results as above described,

The operation of the locomotive apparatus shown in Fig.8 in connection with the track apparatus shown therein will be obrious in View of the foregoing description of the operation of the locomotive appara tus shown in Fi 1 in connection with the track apparatus of Fig. 3. I in. that modification of my invention shown in el- 1 have shown twoadditional clcctroinagnets :15, 46 whose arniatures are included in the train-controlling circuit for the purpose of opening the train-controlling circuit in case any of the lOCOUlOlZiVQ circuits becoine injured or shortcircuitcd. in Fig -l the track-circuit charging-circuit is traced from brush a, conductors 8, 24: and

to lectr unaguets L5, 46 connected in pair-all! i, thence conductor 80 to the loopl? brush 9, back stop 81, against which can; brushis held by spi*i11gl7,resistance S2 and thence by conductor 11) to pole The ltiilllliiiilQ-UllC-lllb chargirig-circuit is the same as that above traced in connection with F 1. The traincontrolling circuit in adc'tion to the apparatus described in connection with F 1 includes the front stop if and armatui 48 of the magnet l6, normally held agai so said stop 49, conductor 57 and back stop and armature 47 of the electroniagneiz normally held against said stop The opening of the trackcircuit cha. ging-oircuit will cause the arlea e its out stop 44) and to make con'ic'i nith its each stop 52 thereby rein-controlling c'rcuit at 49 as circuit of the danger signal and closing lamp 40 by way of the conductor 59. Should the strength of the current in the;trackcircuit charging-circuit be increased beyond.

- 50 and closing the circuit of the danger sig nal lamp 10 at the front stop 51. Thus 1t will be seen that by the over-energizationor under-energization of the track-circuit charging-circuit, the train-controlling circuit will be opened and the mechanism controlled by themagnets 25, 26, 27 operated. The operation of the system shown in Fig. 4. will be obvious from the foregoing description of the operation of the system-shown in Fig. 1. A short circuitbetween the rails 1 and 2 and the consequent denergization of the magnet 73 causing its armature 70 to fall against the back stop 68 will open the circuit formed ,by the actuating-circuit charging-circuit on the locomotive and the actuating-circuit on the road-bed at the contact 65 thereby de'e'nergizing the magnet 13 and opening the train-controlling circuit. It will be understood of course that the locomotive apparatus shown in Fig. 4: may be employed in connection with the road-bed circuits shown in Figs. 2 and 3.

In Fig. 5 the track-circuit charging-circuit is omitted and the track-circuit which in this case is a closed circuit is energized from the source 7 1' connected as shown be tween the continuous rail 2, sectional rail 1 and magnet 73. The other circuits are identical with those described in Fig. 1.

In the modification of the road-bed system'shown in Fig. 6 the circuits are so arranged that the actuating-circuit chargingcircuit supplies the track circuit with sufii-. cient energy to energize the magnet 73, a suitable resistance being interposed between the sectional rail 1 and the contact plate 2. The operation of the several forms of locomotive apparatus in connection with the road-bed apparatus shown in Fig. 6 is the same as that above set forth. The arrangement shown in Fig. 6 does not require the contact plate 1 with its cooperatingbrush and the track-circuit chargingcircuit, and also obviates the necessity of employing separate sources of electric energy upon the road-bed. This arrangement for charging the track-circuit, from the actuating-circuit charging-circuit would necessitate a slight change inthe value of the resistance 20 in the normally closed actuating-circuit chargingcircuit 'on' the locomotive in order that the proper current strength in the several circuits may I claim: 1. in a train-controlling system, an open track circuit, an open actuating circuit, a track-circuit charging-circuit arranged to be looped into said track circuit, an'actu be suitably adjusted.

ating-circuit charging circuit arranged tobe looped into said actuating circuit,a closedtrain-controlling circuit, means operatedby the over-energization of said actuating-circuit charging-circuit for opening said traintrain-controlling circuit, means operated by the over-energization of said actuating-oily "cuit charging-circuit for opening said traincontrolling circuit, and means associated with said 'track'circuitfor varying the resistance of said actuating circuit.

3. In a train-controlling system, an open track-circuit, an open actuating-circuit, a track-circuit charging-circuit arranged to be looped into said track-circuit, an actuating-circuit charging-circuit arranged to be looped into said actuating-circuit, a closed train-controlling-circuit, means operated by the over-energization of saidtrack-circuit charging-circuit for opening said traincontrolling-circuit, and means associated with said track-circuit for controlling said actuating-circuit.

In testimony whereof I have afiixed nry signature, in presence of two witnesses.

EDWARD L. ORUUTT.

Vtitnesses: v I B. FRANKLIN .Wnias'rnn, Franc s W. JOHNSON.

I Copies of this patent-maybe obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

